CN104137380A - Systems and methods for charging a vehicle using a dynamic grid and systems and methods for managing power consumption in a vehicle - Google Patents

Abstract

A system for charging a vehicle, comprising: a forward model that models vehicle charging data for a plurality of vehicles; and a charge exchange venue that, based on the forward model, facilitates a protocol for transferring electrical energy to a first vehicle of the plurality of vehicles over a dynamic electrical grid that includes a second vehicle of the plurality of vehicles. A system for managing power consumption within a vehicle, comprising: an optimization unit for optimizing the plurality of parameters according to a plurality of power signatures of the plurality of power sources, thereby determining the electric energy to be consumed by the vehicle; and an operation mode setting unit for setting an operation mode for powering the vehicle according to the decided electric energy.

Description

Systems and methods for charging a vehicle using a dynamic grid and systems and methods for managing power consumption in a vehicle

technical field

The present invention relates to systems and methods for charging vehicles and systems and methods for managing power consumption in vehicles, and more particularly to systems and methods for charging vehicles using a dynamic grid and systems and methods for managing power consumption in vehicles , optimizing a plurality of parameters based on a plurality of power supply signatures for a plurality of power supplies.

Background technique

Charging the vehicle

Traditionally, charging electric vehicles via the grid has required a trade-off between the power delivery capacity of the grid and the required charging time of all vehicles on the grid.

Batteries in battery electric vehicles (BEVs) must be charged periodically. Typically, these vehicles are charged from the grid (either at home or using roadside or store charging stations), which in turn is generated from a variety of domestic sources such as coal, hydroelectric, nuclear, and others. Due to concerns about global warming, it is also possible to use and boost home electricity, such as rooftop photovoltaic solar panels, micro hydro or wind.

The charging time is mainly limited by the capacity of the grid connection. Typical household outputs range from 1.5kW (in the US, Canada, Japan, and other countries powered by 110 volts) to 3kW (in countries powered by 220/240V). The main line connected to the home can withstand 10kW, and special wires can be installed to use it. When charging at this higher power level, even a small 7kW·h (22-45km) pack needs to be charged for an hour on average.

In 1995, some charging stations charged a BEV within an hour. In November 1997, a fast-charging system charged lead-plate batteries in 6 to 15 minutes. In February 1998, a system was able to recharge a NiMH battery in about 10 minutes and provided a range of 60 miles to 100 miles (100km to 160km). In 2005, one manufacturer designed a mobile device battery that it claimed could accept an 80 percent charge in as little as 60 seconds.

Raising that particular power characteristic to the same 7kW·h EV pack would result in a peak of 340kW from a source that takes 60 seconds. Such a battery would be unsafe due to heat buildup, so it's unclear whether it would work directly in a BEV.

Currently, conventional batteries can be recharged in minutes, while other rechargeable batteries take hours. In particular, the battery cells in such batteries can be charged to about 95% charge capacity in about 10 minutes.

Charging power can be connected to the car in two ways using galvanic coupling. The first method is a direct electrical connection called conductive coupling. Simply put, it's like the power cord is connected to a weatherproof outlet with a special high-capacity cable with connectors to protect the user from high voltages. There are several standards such as SAEJ1772 and IEC62196.

The second method is called inductive charging. Insert special boards in the slots in the car. This plate is one winding of the transformer, the other is located in the car. When inserted into the board, it completes the electromagnetic circuit for powering the battery pack. In an inductive charging system, one winding is fixed to the underside of the car and the other is on the garage floor.

While interlocks, special connectors, and RCDs (ground-fault detectors) are almost equally safe for conductive coupling, the great benefit of the inductive charging method is that shock is impossible since there are no exposed conductors. Proponents of inductive charging from one manufacturer argued in 1998 that the overall cost difference was small, while proponents of inductive coupling from Ford claimed that inductive charging was more cost-effective.

power consumption in the vehicle

Vehicles such as plug-in hybrid electric vehicles (PHEVs) can draw power from two or more on-board electrical storage systems. The first is a rechargeable battery, which can be charged by: 1) the internal combustion engine; 2) regenerative braking such as in a conventional hybrid vehicle; or 3) plugged into an external grid, a feature unique to PHEVs. The second storage system is a conventional fuel tank that stores liquid hydrocarbons to power the internal combustion engine. Since PHEVs are capable of storing electricity from both liquid fuels and the grid, the range of energy sources to power the vehicle is virtually limitless. These sources include, but are not limited to, gasoline, alcohol, coal, nuclear, solar, hydro, and wind.

Therefore, the power used to recharge the battery can come from many sources depending on the time of day or the location of the vehicle. For example, hydropower may be common in one area of the country. This is a form of "clean" power. However, in another part of the country, coal may be used. Accordingly, recharging of electric vehicles may be considered relatively "green" (eg, low carbon generation) or "non-green" (eg, high carbon generation). This means that the same vehicle may be considered to have a low environmental impact or a high environmental impact.

Each of these power sources has a different impact on the environment, especially with regard to one criterion: fossil carbon emissions, which has become important due to models that project human-induced global warming in the coming decades. Therefore, PHEVs have different impacts according to numerous "external" sources.

Furthermore, the mix of energy consumed by PHEVs from the on-board battery or liquid fuel tank is generally managed by selecting one of a number of operating modes, which may include, for example, depletion mode, hybrid mode, charge balance mode, and hybrid mode.

Depletion mode allows a fully charged PHEV to run completely (or, depending on the vehicle, almost completely, except during rapid acceleration) on electric power until the battery state of charge is depleted to a predetermined level, at which point the vehicle's internal combustion engine or fuel cell will engage . This period is the vehicle's all-electric trip. This is the only mode in which a battery-electric vehicle can operate, so range is limited.

Hybrid mode is a battery drain mode. This mode is typically employed in vehicles that do not have sufficient electrical power to maintain high speeds without the assistance of the internal combustion engine portion of the drivetrain. Hybrid control strategies typically increase distance over stored grid power relative to depletion strategies.

Balance-of-charge mode, currently employed by hybrid vehicle (HEV) products, combines the operation of the vehicle's two power sources in such a way that the vehicle operates as efficiently as possible without allowing the battery state of charge to fall outside a predetermined narrow band. During the HEV's journey, the state of charge will fluctuate, but there will be no net change.

A promiscuous pattern describes a journey using a combination of the above patterns. For example, a PHEV conversion could start a 5-mile (8km) low-speed trip on depleted battery, then enter the highway and run in hybrid mode for 20 miles (32km), using a 10-mile (16km) all-electric range with twice the fuel economy . Finally, the driver may drive off the highway for another 5 miles (8 km) without using the internal combustion engine until all 20 miles (32 km) of all-electric range is exhausted. At this time, the vehicle can return to the battery maintenance balance mode for the next 10 miles (16km) until it reaches the end point. Since more than one mode is employed in a journey, the journey can be considered as a promiscuous mode. This is different from a dead-battery trip, which would be driven within the limits of the PHEV's full-electric range. In contrast, journeys beyond the PHEV's all-electric range are driven primarily in charge balance mode, as employed in conventional hybrid vehicles.

Therefore, some question whether electric vehicles are actually a better option for the environment, given the energy source to charge them. In a recently published article, the authors note that driving 60 miles in a day and charging an electric car in Albany, New York, where electricity is relatively clean, will result in about 18 pounds of carbon dioxide emitted over the course of the day, compared to a gas-powered car. It gets 30 miles to the gallon and emits 47 pounds over the same 60 miles. But charging an electric car in Denver, Colorado, which is powered by high levels of coal, would emit the same level of carbon dioxide as a comparison gas-powered car.

Contents of the invention

In view of the above and other problems, deficiencies, and shortcomings of the conventional systems and methods described above, an illustrative aspect of the present invention relates to systems and methods for charging a vehicle, and systems and methods for managing power consumption in a vehicle, which systems and methods More convenient and effective than traditional methods and systems.

An exemplary aspect of the invention relates to a system for charging a vehicle. The system includes: a forward model that models vehicle charging data for a plurality of vehicles; and a charge exchange market that facilitates a first vehicle transfer of the plurality of vehicles over a dynamic grid based on the forward model A protocol for electrical energy, the dynamic grid including a second vehicle of the plurality of vehicles.

Another exemplary aspect of the invention relates to a method of charging a vehicle. The method includes: providing a forward model for modeling vehicle charging data for a plurality of vehicles; and facilitating a protocol for delivering electrical energy to a first vehicle of the plurality of vehicles through a dynamic grid based on the forward model, The dynamic grid includes a second vehicle of the plurality of vehicles.

Another exemplary aspect of the invention relates to a method of charging a vehicle. The method includes: providing a forward model of vehicle electrical energy usage and charging demand of a plurality of vehicles, the forward model inputting data from the plurality of vehicles through a network for setting internal parameters of the forward model; and using the charge an exchange site that facilitates, based on the forward model, an agreement to transfer electrical energy to a first vehicle of the plurality of vehicles through a dynamic grid including a second vehicle of the plurality of vehicles, the site including a vehicle stored in Data in a server communicatively coupled to a plurality of vehicles through a network, and power is delivered to the first vehicle through the dynamic grid in accordance with the protocol. The data used to set parameters includes the current charge of the vehicle, the location of the vehicle, the destination of the vehicle, the speed of the vehicle, the power consumption speed of the vehicle, the expected arrival time of the vehicle, the At least one of the maximum expected waiting time of the vehicle, weather conditions, and traffic conditions.

The network includes one of a cellular telephone network and the Internet, and the server accesses an external server to determine and store future expected weather conditions, future expected traffic conditions, and future locations where the vehicle is expected to be charged via a standard grid, and uses information from the multiple the data of the vehicles and the data from the external server, the parameters of the constrained optimization are determined in the forward modeling model, the optimization is used to decide the optimal position of the first vehicle and the second vehicle to be aggregated for charging the first vehicle, the optimization minimizes downtime of the first and second vehicles, minimizes deviations from a planned route, and minimizes expected The possibility of depleting the battery under all anticipated vehicle actions before the vehicle is charged is minimized.

Another exemplary aspect of the present invention relates to a programmable storage medium tangibly comprising a program of machine-readable instructions executable by a digital processing device to perform a method of charging a vehicle according to an exemplary aspect of the present invention

Another exemplary aspect of the invention relates to a system for managing power consumption in a vehicle. The system includes: an optimization unit for optimizing a plurality of parameters according to a plurality of power supply signatures of a plurality of power supplies, thereby determining the electric energy to be consumed by the vehicle; and an operation mode setting unit for setting the electric energy according to the determined electric energy. The operating mode intended for powering the vehicle.

Through this unique and novel feature, the present invention provides a system and method for charging a vehicle and a system and method for managing power consumption within a vehicle that are more convenient and efficient than conventional methods and systems.

Description of drawings

The foregoing and other objects, aspects, and advantages will be better understood from the following detailed description of embodiments of the present invention with reference to the accompanying drawings, wherein:

FIG. 1 shows a system 100 for charging a vehicle according to an illustrative aspect of the invention;

FIG. 2 illustrates a method 200 of charging a vehicle according to an exemplary aspect of the invention;

FIG. 3 illustrates a system 300 for charging a vehicle (eg, transferring electrical energy) according to another exemplary aspect of the invention;

FIG. 4 illustrates a system 400 for charging a vehicle according to another exemplary aspect of the invention;

FIG. 5 shows a system 500 for charging a vehicle according to another exemplary aspect of the invention;

Figure 6 shows a forward model 610 according to an illustrative aspect of the invention;

FIG. 7 illustrates a charge exchange location 720 (e.g., a dedicated location) according to an exemplary aspect of the invention;

Figure 8 illustrates a charge exchange site 820 according to an exemplary aspect of the invention;

FIG. 9 shows a multi-tap bus device 900 according to an exemplary aspect of the present invention;

FIG. 10 illustrates a system 1000 for managing power consumption of a vehicle according to an exemplary aspect of the invention;

FIG. 11 illustrates a method 1100 of managing power consumption of a vehicle according to an exemplary aspect of the invention;

FIG. 12 illustrates a typical hardware architecture 1200 that may be used to implement the systems and methods (e.g., systems 100, 300, 400, 500, 1000 and methods 200, 1100) according to an exemplary aspect of the invention; and

Figure 13 shows a data storage disk 1300 and a compact disk (CD) 1302 that may be used to store instructions for performing the inventive methods of the invention (eg, methods 200, 1100) according to an exemplary aspect of the invention.

Detailed ways

Referring now to the drawings, Figures 1-13 illustrate illustrative aspects of the invention.

Charging the vehicle

There are no conventional systems and methods that facilitate the formation of "mobs" in which vehicles gather to exchange charges. In particular, there are no conventional systems and methods that facilitate the formation of "rapid charging groups" where the exchange of charge is preferably based on a model of vehicle electrical energy usage, a dedicated venue for buying and selling excess charging capacity between vehicles on the move, and/or Or a dynamically constructed mini-grid that transfers charge between vehicles at a specific voltage and capacity (eg, ampere-hours) determined by a venue clearing house.

A new solution is needed for at least two reasons. First, it is well known that grid capacity must match peak demand. Moving demand from peak to off-peak times, in this way, obviously helps not only the utility provider, but also the general public in general, because the grid capacity does not need to be further expanded to handle the increased peak demand.

Second, site excitation for mobile demand is becoming more common, an example of which is utilities charging higher rates during peak hours than off-peak hours. In this way, being able to establish a dynamic mini-grid between electric vehicles can provide vehicle owners the opportunity to profit from purchased electrical energy, thereby benefiting everyone (eg, buyers, sellers, and both standard and mini-grid providers). For example, a customer could buy electricity at a certain rate (e.g., 5) during off-peak hours and sell it at a higher rate (e.g., 7), which is still lower than the peak site rate (e.g., 9) .

Traditional solutions to the problems of traditional approaches may require the user to plug into the grid. Grid charging is convenient in some locations, such as your home. But installing the grid in some areas, such as large parking buildings, can be prohibitively expensive. Accordingly, there is a need for methods to facilitate charging in such buildings, or in locations where multiple electric vehicles are likely to be housed for extended periods of time.

Illustrative aspects of the present invention may provide solutions to problems and disadvantages of conventional systems and methods.

An exemplary aspect of the invention may include a forward model, with data obtained from the vehicle or vehicle operator over a network to set parameters within the model. This data can include charging, location, destination, speed, weather, and traffic conditions, and is used to plan future charging opportunities and locations.

An exemplary aspect of the invention may also include a dedicated location for exchanging excess charge between vehicles, established before and/or after the fast charging group is established, and with input from the vehicles and their operators.

An exemplary aspect of the invention may also include a dynamic mini-grid architecture, combining dedicated site equipment (distributed among the vehicle's on-board computing devices) or a remote server of the site clearinghouse with each The devices are communicatively coupled and determine whether the vehicle transfers charge in a parallel or series battery configuration.

Accordingly, an exemplary aspect of the invention may include forward modeling, dedicated sites, and dynamic mini-grid structures. An exemplary method feature of the present invention may provide a method for ideally connecting vehicles together to a dynamic (e.g., temporary) grid, where a dedicated site allows vehicles to buy and sell excess charging capacity, and where a dynamically constructed set of power The bus assembly allows charge to be transferred from one or more vehicles to one or more vehicles at a site-dependent range of voltages and capacities (amp-hours).

Referring again to the drawings, FIG. 1 illustrates a system 100 for charging a vehicle in accordance with an illustrative aspect of the present invention.

As shown in FIG. 1, the system 100 includes a forward model 110 for modeling vehicle charging data of a plurality of vehicles 190a, 190b, and a charge exchange site 120 based on the forward model 110, A protocol that facilitates the transfer of electrical energy to a first vehicle 190a of the plurality of vehicles over a dynamic grid 140 that includes a second vehicle 190b of the plurality of vehicles.

The forward model 110 and charge exchange site 120 may be wirelessly communicatively coupled to a plurality of vehicles 190a, 190b. As shown in particular in FIG. 1 , the forward model 110 and/or the charge exchange site 120 may be stored in a server 160 that is wirelessly communicatively coupled to a plurality of vehicles 190a, 190b. It should be noted that the server 160 may include, for example, a server device (eg, implemented in hardware) or a server module (eg, implemented in software).

Additionally, all features and functionality of the present invention (e.g., features and functionality of forward modeling 110 and/or charge exchange site 120) may be distributed among multiple vehicles 190a, 190b communicatively coupled to each other (e.g., by Executed by on-board processors such as vehicle Electronic Control Units (ECUs).

FIG. 2 illustrates a method 200 of charging a vehicle in accordance with an exemplary aspect of the invention. As shown in FIG. 2, the method 200 includes providing (210) a forward model for modeling vehicle charging data of a plurality of vehicles; A protocol for a first one of vehicles to transmit electrical energy, a dynamic grid including a second one of a plurality of vehicles.

It should be noted that the term "power" should be interpreted as "charge", "current" or "electrical energy" and can be used for energy storage devices (ie, devices such as secondary batteries, which store chemical energy into electrical energy) for recharging.

FIG. 3 illustrates a system 300 for charging a vehicle (eg, transferring electrical energy) according to another exemplary aspect of the invention. The system 300 includes a forward model 310 for modeling vehicle charging data for a plurality of vehicles 390a-390d, and a charge exchange site 320 associated with the plurality of vehicles 390a-390d (e.g., maintaining 390a-390d information). The charge exchange site 320 may facilitate an agreement to transfer electrical energy to a first vehicle 390a of the plurality of vehicles through a dynamic grid 340 that includes a second vehicle 390b of the plurality of vehicles.

The system 300 may also include an electrical energy transmission device 330 for transmitting electrical energy to the first vehicle 390a via the dynamic grid 340 according to the protocol.

It should be noted that the charge exchange site 320 may also be associated with other vehicles not included in the dynamic grid 340 in FIG. 3 . Moreover, although the dynamic grid 340 is illustrated in FIG. 3 as including three vehicles, in fact, the dynamic grid 340 may include one or more vehicles, and although FIG. , electrical energy can be delivered to multiple vehicles.

Thus, an exemplary aspect of the invention can facilitate the exchange of electrical energy between vehicles 390a-390d via a dynamic grid 340 (e.g., a dedicated mini-grid), which can be managed (e.g., via wireless signals) via a charge exchange site 310, This charge exchange location may use a forward modeling 310 that includes conditions such as expected weather and traffic. The venue 320 can be dynamically established with the dynamic grid 340 and can allow vehicles to buy and sell charge according to parameters (eg, parameters set by a user or vehicle owner).

The dynamics of venue 320 can be made public (eg, via the Internet) to attract other cars to grid 340 . Thus, one vehicle can receive from multiple connected vehicles, thus increasing the voltage and power delivered and thus reducing the charging time.

As shown in FIG. 3 , the system 300 may further include a server 360 , in this case, the forward modeling model 310 and the charge exchange site 320 may be included in the server 360 . In particular, the forward model 310 and the charge exchange site 320 can be executed by a processor in the server and a storage device (eg, random access memory (RAM), read only memory (ROM), etc.) accessible by the processor. Some or all of the features and functionality of forward modeling 310 and/or charge exchange site 320 may also be implemented as software (e.g., a program of machine-readable instructions for performing a method of charging a vehicle) that may be programmed by Server 360 executes.

As also shown in FIG. 3, the power transfer device 330 and the server 360 may include transceivers 331, 361 (e.g., wireless transmitter/receivers), respectively, thereby allowing the power transfer device 330 and the server 360 to communicate via a communication link (e.g., wireless Link) L1 is communicatively coupled.

Vehicles 390a-390d may also include transceivers 391a-391d, which may allow vehicles 390a-390d and server 360 to be communicatively coupled via communication links (eg, wireless communication links) L2a-L2b, respectively. Transceivers 391a-391d may also be connected to control devices (e.g., electronic control units (ECUs)) in vehicles 390a-390d, respectively, and may be used to input information to vehicles 390a-390d (e.g., for participation in charge exchange sites). data), and output data from vehicles 390a-390d.

Although not shown (for brevity), vehicles 390a-390d may also be communicatively coupled to each other and can be communicatively coupled to power transfer device 330 via a communication link similar to links L1, L2a-L2b.

Vehicles 390a-390d may include electric vehicles powered by, for example, rechargeable lithium-ion batteries. Vehicles 390a-390d may also include hybrid vehicles (e.g., plug-in hybrid vehicles) that are powered by batteries but include backup power sources (e.g., gasoline-powered engines, hydrogen-powered engines, fuel cell-powered engines, natural gas-powered engines wait).

Power transfer device 330 may include an input port 336 (e.g., a plurality of input ports) for connecting a dynamic grid (e.g., vehicles 390b-390d) to power transfer device 330, and an output port 337 for the vehicle to be charged. (eg, vehicle 390 a ) is connected to electrical energy transfer device 330 . The power transfer device 330 may operate as a conduit such that the vehicle 320 must be connected to both the power transfer device 330 and the dynamic grid (eg, the vehicle 340 ).

The power transfer device 330 may also include power storage capability (e.g., a power storage device such as a battery), such that the dynamic grid 340 may transfer power to the power transfer device 330 that stores charge (e.g., in a battery) until the vehicle 390a can then A power transfer device 330 is connected to receive the stored charge.

FIG. 4 illustrates a system 400 for charging (eg, transferring electrical energy) a vehicle according to another exemplary aspect of the invention. As shown in FIG. 4 , system 400 may include the features and functionality of system 300 .

However, system 400 does not necessarily include a server (eg, server 360 ), but instead, the features and functions of the present invention performed by server 360 in system 300 may be distributed to multiple vehicles 490a-490d. In particular, the plurality of vehicles 490a-490d may include (respectively) forward models 410a-410d and charge exchange sites 420a-420d, which may include the features and functionality described above for forward model 310 and charge exchange site 320.

In particular, the forward models 410a-410d and/or the charge exchange sites 420a-420d may be included in a control device, such as electronic control units (ECUs) 492a-492d located in the plurality of vehicles 490a-490d.

Also, the plurality of vehicles 490a-490d may include transceivers 491a-491d (e.g., wireless transmitter/receivers), respectively, that are connected (respectively) to the ECUs 492a-492d to allow the ECUs 492a-492d to communicate wirelessly with each other, thereby , facilitates a protocol for transferring electrical energy from a dynamic grid 440 (eg, vehicles 490 b - 490 d ) to a vehicle 490 a via an electrical energy transfer device 430 .

Moreover, the power transfer device 430 may include a transceiver 431 (eg, a radio frequency transmitter/receiver), which may allow the vehicle 490a and the power transfer device 430 to be communicatively coupled via a communication link L3a (eg, a wireless communication link), And allow the vehicles 490a-490d and the power transfer device 430 to be communicatively coupled through the communication links L3b-L3d (eg, wireless communication links). Although not shown for ease of understanding, vehicles 490a-490d may also be communicatively coupled to one another via a communication link similar to links L3a-L3d.

Similar to the power transfer device 330, the power transfer device 430 may include an input port 436 (eg, a plurality of input ports) for connecting a dynamic grid 440 (eg, vehicles 390b-390d) to the power transfer device 430, and include an output port 437 , for connecting the vehicle 390a to the electric energy transmission device 430 .

The power transfer device 430 may operate as a conduit such that the vehicle 490a must be connected to both the power transfer device 430 and the dynamic grid (eg, vehicles 390b-390d). Additionally, the power transfer device 430 may also include electrical storage capability (e.g., a power storage device such as a battery), so that the dynamic grid 440 may transfer power to the power transfer device 430 that stores charge (e.g., in a battery) until a subsequent vehicle 390a can be connected to the power transfer device 430 to receive the stored charge.

FIG. 5 illustrates a system 500 for charging (eg, transferring electrical energy) a vehicle according to another exemplary aspect of the invention.

As shown in FIG. 5 , system 500 includes features of both systems 300 and 400 . That is, similar to system 300, system 500 includes server 560 that stores forward model 510 and charge exchange site 520 and transceiver 561, and similar to system 400, vehicles 590a-590d in system 500 include control devices 592a-592d (eg, an electronic control unit (ECU)), which includes a forward model 510 and a charge exchange site 520 .

That is, in the system 500, some features and functions of the forward model 510 and the charge exchange site 520 may be included in the server 560, while other features and functions of the forward model 510 and the charge exchange site 520 may be included in the vehicles 590a-590d In the control device (for example, ECU592a~592d). In particular, some operations of the invention (eg, operations requiring greater storage or faster processing speed) may be performed in server 560, but other operations of the invention may be performed in the control devices of vehicles 590a-59Od.

Also, the plurality of vehicles 590a-590d may include transceivers 591a-591d (eg, wireless transmitter/receivers), respectively, that are connected to the ECUs 592a-592d to allow the ECUs 592a-592d to communicate wirelessly with each other, thereby facilitating the use of A protocol for transferring electrical energy from the dynamic grid 540 to the vehicle 590a via the electrical energy transfer device 530 .

Moreover, the power transfer device 530 may include a transceiver 531 (eg, a radio frequency transmitter/receiver), which may allow the vehicle 590a and the power transfer device 530 to be communicatively coupled via a communication link L4a (eg, a wireless communication link), And allow the vehicles 590a-590d and the power transfer device 530 to be communicatively coupled through the communication links L4b-L4d (eg, wireless communication links). Although not shown for ease of understanding, vehicles 590a-590d may also be communicatively coupled to one another via a communication link similar to links L4a-L4d.

The server 560 may also include a transceiver 561 (eg, a radio frequency transmitter/receiver), which may allow the vehicle 420 and the server 560 to be communicatively coupled via a communication link L5a (eg, a wireless communication link), and allow the vehicles 590a-590d to Communicatively coupled with server 560 via communication links L5b-L5d (eg, wireless communication links), and allows power transfer device 530 and server 560 to be communicatively coupled via communication link L6 (eg, wireless communication link).

Similar to the power transfer device 330, the power transfer device 530 may include an input port 536 (eg, a plurality of input ports) for connecting a dynamic grid 540 (eg, vehicles 590b-590d) to the power transfer device 530, and include an output port 537 for connecting the vehicle 590a to the electrical energy transfer device 530 .

Similar to power transfer devices 330 and 430, power transfer device 530 may operate as a conduit such that vehicle 590a must be connected to both power transfer device 530 and the dynamic grid (eg, vehicles 590b-590d). Additionally, the power transfer device 530 may also include electrical storage capability (e.g., a power storage device such as a battery), such that the dynamic grid 540 may transfer power to the power transfer device 530 that stores charge (e.g., in a battery) until a subsequent vehicle 590a may be connected to the power transfer device 530 to receive the stored charge.

FIG. 6 shows a forward model 610 according to an illustrative aspect of the invention.

Forward model 610 models vehicle charging data for a plurality of vehicles. Vehicle charging data may include, for example, vehicle power usage and charging requirements. The forward model 610 may be organized as a table and stored, for example, in a storage device such as RAM, ROM, or the like.

Forward model 610 may include data entered by a user (eg, vehicle owner/operator), or update and/or save data, or change settings of forward model 610 . For example, a vehicle may include an input device (eg, a keyboard) that a user may use to enter data into forward model 610 . The vehicle may also include a control device (eg, an ECU) wirelessly communicatively coupled to an input device (eg, a graphical user interface (GUI) on a cell phone) allowing a user to wirelessly input data to the forward model 610 .

Forward model 610 may be saved on an external device (eg, stored on a server such as server 360 or 560). The device may include a server 360 (e.g., a set of computer servers) that includes communication means (e.g., a wireless receiver/transmitter) through a dedicated network (e.g., a cellular telephone network) or through the Internet (e.g., through a Wi- Fi, broadband, wireless, etc.) wirelessly communicatively coupled to a plurality of vehicles (eg, vehicles 390a-390d). The server may also include a processor that may execute instructions for performing an exemplary method (eg, method 200 ) of the present invention, thereby saving and updating the forward model 610 .

The forward model 610 may acquire data from vehicles and vehicle users (eg, vehicle owners/operators) over a network. These data may include, but are not limited to, (1) current vehicle charge; (2) vehicle location; (3) destination; (4) speed; Waiting time; (8) current weather conditions; (9) current traffic conditions. Additionally, a server can be wirelessly communicatively coupled to a database (eg, another server), thereby allowing the server to access and collect data from the database. Such data may include, for example, 1) map data; 2) future expected weather conditions; 3) future expected traffic conditions; (4) future locations where vehicles are expected to be charged via a standard grid.

The server may also have computing power to estimate values (eg, future traffic conditions) from collected data. The server may also have learning capabilities, allowing the server to improve the accuracy of the values estimated by the server.

The forward model 610 can use data from multiple vehicles, multiplied by other data sources, to parameterize the constrained optimization in the forward model 610 to determine the optimal location (ie, future fast charging group location). The goal of this optimization may be to minimize vehicle stop times, deviations from the planned route, and during various expected vehicle actions (all of the plurality of vehicles 390a-390d) during current and future expected charging of the individual vehicles from the standard grid. action) to reduce the possibility of battery depletion.

FIG. 7 illustrates a charge exchange location 720 (eg, a dedicated location) according to an exemplary aspect of the invention. In particular, FIG. 7 illustrates data that may be stored, saved, and/or updated by charge exchange site 720 .

The charge exchange place 720 may include a place for exchanging excess charges between vehicles. Site 720 may be established before and/or after the fast charging group is established. Site 720 may take input from vehicles (e.g., vehicles 390a-390d) and their users (e.g., vehicle owners/operators) regarding (1) desired prices for selling or purchasing excess charge; (2) desired and required charging time; and (3) desired and required final charge levels.

For example, a vehicle may include an input device (eg, a keyboard) that a user may use to enter data into, or update and/or save data to, or change settings of, venue 720 . The vehicle may also include a control device (eg, an ECU) wirelessly communicatively coupled to an input device (eg, a graphical user interface (GUI) on a cell phone) allowing a user to wirelessly input data to the site 720 .

Venue 720 may be established by an external clearinghouse, such as a remote device (eg, server 360 ), responsible for maintaining the forward model (eg, forward model 610 ). In this case, clearinghouse data may be taken as input to a constrained optimization performed to determine the best locations for fast charging clusters.

Additionally (or in addition to communications between the vehicles 390a-390d and the server 360), the site 720 may be controlled by the vehicle ( For example, vehicles 390a-390d) are established through communicative coupling between the vehicles. In this case, the step of establishing a venue 720 between vehicle 1 and vehicle 2 (eg, vehicle 390a and vehicle 390b) may include, for example:

(1) Vehicle 1 and Vehicle 2 are connected (eg, wirelessly connected) to the server;

(2) Vehicle 1 transmits a message indicating that charging is required;

(3) Vehicle 2 receives the message;

(4) The vehicle 2 communicates with the vehicle 1 the amount of charge that the vehicle 2 is willing to give to the vehicle 1;

(5) The time period during which the vehicle 2 communicates with the vehicle 1 and the vehicle 2 is available;

(6) Vehicle 2 and Vehicle 1 negotiate the charging rate for Vehicle 1;

(7) Perform security transactions between vehicle 1 and vehicle 2.

A dynamic grid (e.g., dynamic grid 340) may, for example, be negotiated (e.g., between users of vehicles 390a and users of negotiated) formed. Dynamic grids can include mini-grids for electrical energy distribution.

As shown in FIG. 1 , the dynamic grid may include a "dedicated mini-grid" established using conducting devices (e.g., portable devices) for vehicles to be charged (e.g., vehicle 190a) with vehicles in the dynamic grid (e.g., The vehicle 190b) is electrically connected. For example, vehicles (e.g., vehicles 190a, 190b) each may include a charging port that may be connected to the vehicle's electrical system and may be used to charge the vehicle or transfer charge from the vehicle, and the conducting means may include a cable (eg, an insulated metal wire) having one end configured to connect to a charging port of a vehicle (eg, vehicles 190a, 190b). In particular, the conducting device is portablely included, detachably attached, or fixedly attached to at least one vehicle (eg, vehicle 190a and/or vehicle 190b).

In addition, as shown in FIGS. 3-5 , the system may include a power transmission device (for example, a dedicated charging bus). The power transfer device (for example, the power transfer device 330 ) may be fixedly or portablely located at the location of the fast charging group. In this case, a dynamic grid may be established by electrically connecting vehicles (eg, vehicles 390a, 390b) to an electrical energy transfer device (eg, by interconnecting the vehicles through the electrical energy transfer device).

Users of the vehicles (eg, owners/operators of the vehicles 390a-390d) can negotiate prices for selling and buying charges, and can negotiate and pay for specific charging times. Therefore, generating voltage and capacity (ampere-hours) of a dynamic grid (eg, mini-grid) that modifies the dynamic grid (eg, at each charging node) is a requirement. This can be accomplished by linking charge exchange sites (e.g., dedicated site devices distributed among the vehicle's on-board computing devices and/or sites held in servers) with the means responsible for transferring charge from the dynamic grid to the vehicle (e.g., vehicle 390a) (eg, charge transfer device 330 ) can be communicatively coupled to complete this.

In particular, the power transfer device may comprise input means allowing a user to input various parameters, such as a desired charging time. According to these input parameters, the power transmission device can configure itself (for example, automatically configure) to transfer charge from vehicles (for example, vehicles 390a-390d) in the dynamic grid to vehicles (for example, vehicle 390a), so that in the dynamic grid The battery structure of the vehicle is connected in parallel or in series.

For example, a power transfer device may connect the batteries of vehicles in a dynamic grid (eg, vehicles 390b-390d), in which case the power transfer device increases the transfer voltage while maintaining the same capacity rate (ampere-hours). In addition, the power transfer device can connect the batteries of the vehicles in the dynamic grid in parallel, in which case the device increases the capacity (amp-hour) of the battery while maintaining the voltage. This allows a charge exchange location (eg, a dedicated location or clearinghouse facility) to control that the power transfer device is configured to transfer charge at a specific voltage and charge capacity negotiated at the location.

The illustrated aspects of the invention may provide several advantages over conventional systems and methods. In particular, exemplary aspects of the invention may 1) not require the installation of electrical energy infrastructure; 2) facilitate the transition of society to green vehicles (e.g., electric vehicles), which would not otherwise be possible due to the very small number of charging locations predicted in the next ten years. will happen; 3) facilitate the adoption of a flow economics system for the purchase and sale of charges through information processing systems; 4) allow users to reach their destinations and thus improve their quality of life due to the associated travel distances and lack of conventional charging stations which would otherwise not be feasible; and 5) provide mechanisms to safely manage transactions in the current uncertain environment, thus allowing governance or risk and business integration.

Vehicles may include communication devices (eg, transceivers 391a-391d) that may allow vehicles 390a-390d to be communicatively coupled to each other, and/or to server 360, and/or to power transfer device 330 . These features may allow a vehicle (eg, vehicles 390b-390d) to wirelessly transmit a signal indicating that the vehicle may provide charge to another vehicle (eg, vehicle 390a). Thus, for example, the vehicle (e.g., vehicle 390a) can notify another vehicle and/or a charge exchange location such as a charge exchange location located in a remote server (e.g., charge exchange location 320) that the vehicle can see a fast charging group. central equipment.

The vehicle (e.g., vehicle 390a) may use a transceiver (e.g., transceiver 391a) to wirelessly transmit signals to other vehicles (e.g., vehicles 390b-390d) to communicate with vehicles (e.g., vehicles 390b-390d) and/or server 330 (eg, a central device) establishes a communication interface. Communication between vehicles can be facilitated through a number of mediums. In particular, messages can be delivered using known delivery technologies such as IBM WebSphere Message Broker.

FIG. 8 shows a charge exchange site 820 according to an exemplary aspect of the invention. As shown in FIG. 8, charge exchange site 820 is communicatively coupled to the forward modeling and communication means (e.g., for communication with vehicles (e.g., vehicles 390a-390d), power transfer devices, networks such as the Internet, wireless cellular networks, etc. to communicate).

The charge exchange site 820 may be implemented by a processor and memory accessible by the processor (eg, a microprocessor accesses random access memory (RAM), read only memory (ROM), etc.). Some or all of the features and functions of the charge exchange site 320 may also be implemented as software (e.g., a program of machine-readable instructions for performing the features and functions of the charge exchange site), which may be executed by a processing device (e.g., a computer , server, cellular phone, vehicle electronic control unit, etc.)

As shown in FIG. 8 , the charge exchange site 820 may include a decision module 821 , a charge sharing module 822 , a charging time module 823 , a charging fee module 824 , a remuneration/negotiation module 825 , an arbitration component 826 and a transaction management module 287 .

The decision module 821 may perform an analytical analysis (eg, best fit analysis) to match vehicles that may act as charge providers (eg, vehicles 390b-390d) with charge-seeking vehicles (eg, vehicle 390a). Decision module 821 may also include a sub-module (e.g., a plurality of sub-modules) having an output that is used by decision module 821 to find a relationship between a charge provider vehicle (e.g., vehicle 390b) and a charge seeker vehicle (e.g., vehicle 390a). best fit.

The charge sharing module 822 may provide a mechanism for controlling the amount of charge that a charge providing vehicle (eg, vehicle 390b ) is willing to transfer to a charge seeking party (eg, vehicle 390a ). The amount of charge that a charge-providing vehicle is willing to transfer to a charge-seeking vehicle can be determined based on a number of factors. These factors may include, for example, any of the following: 1) user-established thresholds (e.g., 60%); 2) charge on the charge-providing and charge-seeking vehicles; 3) prevailing grid electricity rates; 4) charge Amount of money the user (eg owner/operator) of the seeker vehicle is willing to pay for one charge; 5) time of day, etc.

The charge time module 823 may indicate the time period during which the charge-providing vehicle may charge the charge-seeking vehicle. For example, if the charge provider vehicle will not be connected to the charge transfer device long enough to provide the charge requested by the charge seeker, the charge transaction site may suggest another charge provider vehicle for providing a charge to the charge seeker vehicle.

The charge cost module 824 may maintain desired prices for buying and selling charges for vehicles (eg, vehicles 390a-390d). Some people may want to get paid for sharing charges, since doing so is profitable for individuals to share charges. It is common for electric utility providers to charge different prices depending on the time of day. For example, an electric utility provider may charge 10 cents per kilowatt-hour during the day and 5 cents at night.

So a user interested in selling charges to other vehicles can sell charges to other vehicles at 7 cents per kWh during the day and recharge his vehicle at 5 cents per kWh at night, so Earn a profit of 2 cents per kWh.

The reward/negotiation module 825 may include a mechanism to allow the charge provider and good and charge seeker vehicles to negotiate a rate for charging the charge seeker. For example, instructions, connections and/or negotiations may be performed automatically by electronic means including an arbitration component, or may be performed over an Internet connection, or may be performed over a wireless connection such as a 3G network, or may be performed "in person" over the World Wide Web (e.g., the Internet ), allowing users to buy and sell charges.

An arbitration component 826 may include a network accessible component to facilitate matching charging providers with their charging needs. An arbitration component 826 can also facilitate determining an acceptable price for charge transfer. Examples vary, but one particular example is included in the IBM A web server running on the application server.

One embodiment of the arbitration component 826 may include configurable parameters for charging parameters. For example, a company employee may offer a lower rate to another company employee with a fuel-efficient car and a higher rate to a stranger with a less fuel-efficient car.

The arbitration component 826 may also include data from multiple parking lots located in different geographic locations, as well as routing and location information provided by various buyers and sellers, and arbitration that occurs prior to vehicle selection and arrival at the parking lot. In this way, venues can grow geographically and allow charge seekers (eg, charge buyers) and charge providers (eg, charge sellers) to plan routes and rest based on venue conditions.

The transaction management module 827 may provide a mechanism to securely manage transactions between charge providing vehicles and charge seeking vehicles. The security management may include, but is not limited to, any of the following: password protection, badge protection, Internet-based security measures, use of the vehicle's existing security measures (eg, including vehicle keys), and the like.

A third party may have access to transaction information generated and/or stored by the transaction management module 827 such that the third party may provide incentives for certain transactions among others. For example, a utility that subsidizes certain transactions to manage the load on an existing grid may be given access to information on that transaction as a third party.

The third party may also have access to buyer and seller information, so that the third party may provide incentives to previous charge seekers (e.g., buyers) and charge providers (e.g., sellers) to join a certain charge at certain times. some places. This could also allow utilities to establish subcontracting relationships with certain charge-carrying vehicles so that charging occurs in the right place and at the right time.

As shown in FIG. 8 , the charge exchange site 820 may include a storage device 828 and a processor 829 . The storage device 828 may store, save and/or update data such as the data specified in the charge exchange site 720 . The storage device 828 may be accessed by a processor 829 (eg, a microprocessor that accesses random access memory (RAM), read only memory (ROM), etc.). The charge exchange site 820 may also include a communication device 850 (eg, a transceiver) that may communicatively couple the charge exchange site 820 with vehicles, power transfer devices, servers, other charge exchange sites, and the like.

In another exemplary aspect of the invention, a system (e.g., system 100, 300, 400, 500) can include a vehicle key that is provided with an encryption key that can be used to encrypt communications and is unique among multiple generated keys Identify the key. When a user of the vehicle (e.g., owner/operator) seeks to charge, the user can insert a key into a power transfer device (e.g., a multi-tap bus device), so that the key can be read by the power transfer device, and user information is generated by the power transfer device. The transmitting means transmits to a third-party billing source.

The billing source may receive user information and (in response) transfer funds from the charge seeker to the charge provider. The ledger source can also earn a percentage of the transaction by guaranteeing payments and transfers between charge seekers and charge providers.

A system according to an exemplary aspect of the invention may also include other transaction management features, including but not limited to: 1) direct face-to-face payments for charge transfers; 2) double-blind service provider billing and money transfers; 3) point systems, Where sellers encourage free donations by offering roadside assistance, discounts to donors; 4) reputation-based point systems, where donations increase user points while receiving charge decreases points (e.g., people with more points and needing to charge can be recharged by Others with lower points provide charges).

Charge may be transferred from a charge-providing vehicle to a charge-seeking vehicle according to a power transfer mechanism. As noted above, the power transfer mechanism may include a conductive device such as a cable (eg, an insulated wire) configured at one end to connect to the charging ports of the charge-providing vehicle and the charge-seeking vehicle. Additionally, the power transfer mechanism may include a power transfer device, such as a dedicated charging bus (eg, a multi-tap bus). The power transfer mechanism may also include a combination of conductive means and power transfer means.

Thus, for example, the power transfer mechanism may include any or all of the following: an electrical bus system on all vehicles interconnected for all vehicles wishing to participate, an electrical power station at a parking lot that allows one or more vehicles to access the bus. Bus systems, connectors mounted to vehicles, etc.

The power transfer mechanism may also include use of an adapter provided by at least one of the charge-providing vehicle and the charge-seeking vehicle. The adapter may be specially designed to allow a dedicated power bus system to be established between the charge providing vehicle and the charge seeking vehicle.

FIG. 9 shows a multi-tap bus device 900 according to an illustrative aspect of the invention. The multi-tap bus device 900 may serve as a power transfer mechanism for an exemplary aspect of the present invention.

Multi-tap bus device 900 may operate in a manner similar to a network router. The multi-tap bus device 900 may also have the ability to regulate and direct power through multiple means for transferring charge between vehicles. The multi-tap bus device 900 may be part of the vehicle (eg, fixedly attached to the vehicle, detachable from the vehicle, integrated with the vehicle, etc.), or it may be fixed and installed, eg, in a parking lot or parking building.

As shown in FIG. 9, a multi-tap bus device 900x may include an insulated cable 901 for connecting the device 900 with a charge providing vehicle 990a. The device 900 may also include a cable 902 for connecting the device 900 to another multi-tap device 90Oy. Additionally, a cable 902 may be used to connect the device to a charge-seeking vehicle 990b. The device 990x may include a port 903 (eg, a plurality of ports) for plugging in a cable to transfer charge through the device 990x.

Thus, while FIG. 9 shows vehicles 900a, 900b connected via multi-tap bus devices 900x, 900y respectively connected to vehicles 900x, 900y, multi-tap bus device 900x may be used to electrically connect vehicle 900a directly to one or more vehicles.

The multi-tap bus device 900 may also include communication means 904, eg, wireless communication means (eg, a transceiver). Communication means 904 may provide a communicative coupling (e.g., via IBM WebSphere Message Broker) to a server (e.g., an external clearinghouse) and/or a charge exchange location in a vehicle (e.g., a dedicated location), thereby structuring device 900 to facilitate recharging battery series or parallel coupling between them to deliver the negotiated voltage and charge capacity to the purchasing vehicle.

Manage power consumption

FIG. 10 illustrates a system 1000 for managing power consumption of a vehicle according to an exemplary aspect of the invention. As shown in FIG. 10 , the system 100 includes an optimization unit 1010 for optimizing multiple parameters (for example, the environmental influence of the power supply, the range of the vehicle, the speed of the vehicle, the acceleration of the vehicle, and the life of the battery in the vehicle), so that The electric energy consumed by the vehicle 190 is determined according to a plurality of power supply signatures of the plurality of power sources, and an operation mode setting unit 1020 is included for setting an operation mode for powering the vehicle according to the determined electric energy.

FIG. 11 illustrates a method 1100 of managing power consumption of a vehicle in accordance with an exemplary aspect of the invention. As shown in FIG. 11, the method includes (1110) optimizing a plurality of parameters according to a plurality of power supply signatures of a plurality of power sources so as to determine the electric energy consumed by the vehicle; powered mode of operation.

Referring again to FIG. 10 , system 1000 may, for example, be included in a vehicle (eg, in an electronic control unit of the vehicle). Additionally, some or all of the features and functionality of system 1000 may be located outside of vehicle 190 (eg, in a handheld device of a user (eg, owner/operator) of the vehicle, such as a cell phone).

The optimization unit 1010 may include a modeling unit for modeling the vehicle's predicted power consumption, predicted charging locations, and multiple power signatures based on a route plan including elevation angle information and a database of charging locations and gas stations.

As shown in FIG. 10, the system 1000 may also include a power signature database 1030. The database 1030 may be located remotely from the vehicle and store a plurality of power signatures. The optimization unit 1010 may include wireless communication means for wireless communication with the database.

System 1000 may also include a refueling/charging unit for refueling and charging the vehicle from multiple power sources. The system 1000 may further include a power signature generation unit, configured to generate multiple power signatures, and the power signature generation unit includes one of multiple power supply providers, government agencies, and third-party non-governmental organizations. The system 1000 may also include wireless communication means for wirelessly coupling the vehicle to another vehicle to determine whether an exchange of power signatures between the vehicle and the other vehicle would add net optimization to the vehicle and the other vehicle.

Electricity to charge a vehicle (eg, a battery in an electric vehicle such as a PHEV) can come from many different sources.

An exemplary aspect of the invention is a system (and method) by which a vehicle (e.g., PHEV) can manage (e.g., automatically manage) its power consumption to affect (e.g., reduce or minimize) environmental impact. In particular, the method makes it possible to manage power consumption from a database of signatures of the respective power sources charging the vehicle's batteries and/or liquid fuels (eg gasoline). The method (eg, optimization method) of an exemplary aspect of this invention may be based on expected fuel consumption, future fuel source availability, and/or a system of "swapping" power signatures with other hybrid electric vehicles over a network.

As described above in the description of the modes of operation, the determination and selection of the optimum mode for the vehicle is currently based on expected fuel consumption (based on acceleration and speed) and the vehicle's required operable range. Other parameters may include planned route, elevation change during driving. The problem of optimizing operating modes based on minimizing environmental impact is evident, especially considering the wide range of power sources that vehicles can use.

Furthermore, the optimal pattern of electrical energy usage depends not only on the car's current usage profile and expected use based on route and trip descriptions, but also on the specific power sources it will be associated with in the future (e.g., "green" sources such as solar and wind, and sources such as Availability of “non-green” resources such as coal and gasoline). Considering that different vehicles may have stored therein electrical energy from different resources at a given moment, depending on the constraints imposed by these energy storage profiles of different vehicles, the exchange of electrical energy between vehicles can make this optimization even better. easier or harder. Each of these factors can make minimizing environmental impact difficult, requiring complex optimization across multiple known and projected variables.

Compared to conventional methods and systems, the system 1000 of the exemplary aspects of the present invention may have the advantage of maintaining a dynamic database of power signatures that are used to perform ongoing optimizations aimed at minimizing environmental impact, and By deciding which power usage mode the vehicle should be in at a given moment. Since conventional hybrid vehicles derive their electrical energy entirely from gasoline (or gasoline/ethanol blends), no such optimization is required in conventional hybrid operation.

Furthermore, conventional methods and systems only consider power usage, required range, and speed/acceleration parameters when setting a mode for a vehicle. On the other hand, the system 1000 according to the illustrated aspects of the invention may include systems and methods capable of taking these factors into account and (eg, simultaneously) optimizing to reduce environmental impact. Furthermore, the system 1000 and method 1100 may include a novel approach to optimize environmental impact among a group of vehicles by allowing vehicles to exchange power signatures charged in their batteries through a remote clearinghouse.

In particular, system 1000 and method 1100 may utilize a database (eg, power signature database 1030 ) that stores power signatures from all charging and refueling events in the vehicle. These events may be powered from a single source (eg, get 100% from the grid from coal-fired power plants) or from multiple sources (eg, get 50% from the grid from hydropower, 50% from wind generation) % of electrical energy).

These signatures represent what kind of electrical energy is stored in the vehicle, and the database correlates to optimize the amount of electricity consumed by a single 1010. The optimization unit 1010 can determine what kind of electric energy the vehicle 1090 consumes at any given moment by optimizing multiple parameters, including environmental influences, vehicle travel, speed, acceleration and battery life.

Moreover, the system 1000 can include multiple optimization units 1010 (eg, in multiple vehicles), which can negotiate in real time through the wireless communication network and determine whether the exchange of power signatures between vehicles can help the vehicles obtain the same power as the original The state saves the optimized better optimized obtained by the power signature of each vehicle.

System 1000 can provide various advantages over conventional systems and methods, including but not limited to: 1) power consumption mode optimization in vehicles through multiple parameters including environmental influences; A detailed database of gas stations that dynamically models vehicles' expected power consumption, charging locations, and power signatures; 3) allows vehicles to wirelessly exchange power signatures and enables collaborative optimization across multiple vehicles, improving net optimization.

It should be noted that the power signature may be generated by a power provider (eg, an electric utility or petrochemical company), through a government agency, or through a third-party non-governmental organization. This signature can be stored at the time of generation for interrogation by the vehicle, or downloaded and stored locally on the vehicle. Furthermore, the joint computations driving the power supply decisions may be done entirely on-board the vehicle, or in some embodiments at a remote resource, with the resulting exploration eventually downloaded to each vehicle.

The method of the exemplary aspect of the invention may include, for example: 1) obtaining information on the power source associated with the charging location (wind, coal, etc.) as a function of time; 2) (optionally) obtaining the mixture of liquid fuel in the tank information (gasoline, ethanol, kerosene, etc.); 3) modify (e.g., by the vehicle) the amount of electrical energy or charge associated with each resource in the vehicle battery; 4) obtain route information; 5) establish a recharging schedule (e.g., based on expected number of charge points and expected power signature from each charging location); 6) optimize parameters to minimize environmental impact and/or obtain a particular journey itinerary; and 7) (optional) send a signal to the carbon offset provider .

The optimization unit 1010 may include a number of components, including a resource signature component, a charging location resource component, an automobile database component, a route planning component, a recharging planning component, an optimization component, an automatic fuel resource selection component, and a part modification component.

The resource signature component may include a set of power signatures collected from the charging location to identify the ultimate source of electrical energy (wind, solar, coal, etc.) kerosene, etc.). This data can be stored in a relational database such as IBM DB2. This information can be accessed by other components in system 1000 to facilitate various decision-making algorithms.

In the charging location resource component, the owner of the charging location can provide information to describe the source of electric energy at a specific time of day. This information can be obtained directly from the power company via a dedicated communication link, or it can be stored in a database by the buyer of electrical energy (eg, the owner of the charging location), ready to be queried when charging is requested. The database may be stored (eg, on disk or flash memory) in the charging location, or other locations as described above. Information from this database can be transferred to a database in the user's vehicle. The transmitted information can be stored in a related database, such as IBM DB2.

The vehicle database component stores power signatures and modifies the amount of electrical energy or charge in the vehicle associated with each resource. When N cars exchange power with N other cars, the power of the original resource is also used and stored. It should be noted that the automotive database component can be implemented by a relational database such as IBM DB2.

A path planning component may reside, for example, in a vehicle (eg, vehicle 1090 ) and include data such as elevation, distance, and speed predictions for various points along the route. A route planning component can be used to route vehicles based on one or more trips. This component can be part of a vehicle navigation system (eg, a GPS-based navigation system), or it can be a separate system.

For example, a user of the vehicle (eg, the owner/operator) may determine a desired destination or a list of destinations. The system 1000 then uses the current location as a starting point and plans its route based on the entered destination. In other embodiments, the route may be planned using a web-based tool and communicated to the vehicle by known techniques.

The recharging plan component may include expected charging points, and expected power signatures from each charging location, as determined by remotely accessing a database of charging locations and their associated power signatures. The recharging point can be selected according to the route entered in the route planning component.

The optimization component of optimization unit 1010 may take into account route information, current and expected speed and acceleration, current charge and fuel tank levels, and expected future recharge/refuel locations and parameters to accomplish one or more of the following: (1) Minimize environmental impact; (2) Obtain a specific travel itinerary; (3) Keep a specific speed and acceleration within certain parameters (e.g., the driver likes to drive at 50mph, the system infers from the past driving system, or The driver enters this information); (4) maintain the battery at a specific state (at a specific charge level or at a specific discharge point speed).

The automatic fuel source selection component can make recommendations to the user on how to minimize environmental impact. In some cases, the driver may be better off using only gasoline because, for example, the charge may come from coal. Additionally, the car can be automatically set to use gasoline only in these situations.

The part modification component can be used to facilitate the route planning component in case of unexpected changes to the route. The component automatically adjusts parts of the vehicle to facilitate the vehicle's arrival at the recharging point on the next route.

For example, a driver may take a detour from their designated route, and this detour may replicate their arrival at the optimal charging location selected by the routing component at the current rate of energy consumption. However, the part modification component can detect this situation and facilitate the user to reach the optimal charging point automatically or by suggesting that the user modify various parts in the car to reduce energy consumption. Part modifications may include, but are not limited to: reducing fan speed for temperature control; increasing temperature control temperature; temporarily turning off temperature control; turning off radio; lowering interior lights, etc.

The optimization unit 1010 may also include communication means for communicatively coupling the system 1000 and the carbon offset functionality so that a user, charging location owner or third party may provide carbon offsets to compensate for the vehicle's power usage (and environmental impact). It should be noted that all vehicle use consumes energy and, depending on the energy source, contributes to greenhouse gas emissions. Carbon offsets provide means to mitigate current and future greenhouse gas emissions through a number of methods.

Companies and organizations exist that specialize in carbon offsets. Such companies and organizations often start carbon offset operations after people make individual contributions, or companies enter into agreements to pay for offset operations. However, none of these methods calculate the required carbon offsets based on consideration of the user's mix of resources powering the vehicle.

However, the optimization unit 1010 may include a carbon offset unit (eg, a carbon offset function) that may be used to calculate an offset for a particular mix of resources used to power the vehicle. This can enable more accurate carbon offsetting of vehicles (eg, PHEVs).

A carbon offset (offset) unit may calculate the carbon offset level requested by a commercial offset provider for vehicle usage. In addition, the carbon offset unit may enable the vehicle user to personally participate in the carbon offset calculation during vehicle operation. A carbon offset unit may obtain offsets related to resource-consuming vehicle mixes. Such a system could help users and companies offset their carbon use, or in some cases, convince users to favor vehicles that consume fewer resources, making driving with little environmental impact. The carbon offset unit may be implemented by a function that monitors a number of inputs, calculates based on these inputs the carbon offset needed to reduce carbon consumption, and communicates this data to a carbon offset provider or office.

A carbon offset unit may include multiple inputs. For example, for each vehicle mix, a user can determine the percentage of carbon offsets to apply to each vehicle's use. This may allow the user (eg, vehicle owner/operator) to control what percentage of the vehicle's carbon consumption it reduces. Other embodiments may allow users to cap their total compensation pay by the hour, day, week, month or year. The actual offsets could be performed by commercial carbon offset providers (e.g. companies that plant trees to sequester CO2 or companies that make technology investments to lower emissions).

The carbon offset unit can also determine the carbon offset by the identity of the person driving the vehicle. For example, there may be three (3) individuals using the vehicle, or the vehicle may be a leased vehicle. Companies or individuals interested in environmental work can request more carbon offsets than other companies or individuals. A unit can automatically increase its carbon offset micropayment value based on signals sent by the transporter.

For example, most motor vehicles have an internal communication bus through which all operating parameters including mileage data and fuel tank level are available. The internal bus can be an Automotive Area Network (CAN) or a Society of Motor Engineers SAE J1850 bus. Also, updates to the value of the carbon offset micropayment may occur periodically (eg, every 10 miles), or at certain points (eg, when the vehicle is in a charging location).

For example, a driver of a vehicle (eg, PHEV) charges the vehicle in city "A" from midnight to 6 am, a time period that uses wind power and hydro power. The driver's home is equipped with a charging station. A driver starts a journey and expects to charge for four (4) hours in "B" city, which burns coal to charge his vehicle. In city B, the driver will use a public charging location owned by user O. The optimization unit 1010 may consider this information to properly perform carbon offsets, and provide information about the journey itinerary and the like.

Referring now to FIG. 12 , a system 1200 illustrates a representative system that can be used to implement the systems (e.g., systems 100, 300, 400, 500, 1000) and methods (e.g., methods 200, 1100) according to an illustrative aspect of the present invention. hardware structure.

The hardware architecture preferably includes at least one processor or central processing unit (CPU) 1210 . Multiple CPUs 1210 communicate with random access memory (RAM) 1214, read only memory (ROM) 1216, input/output (I/O) adapter 1218 (for connecting peripheral devices such as disk unit 1221 and tape drive 1240) via system bus 1212 connected to bus 1212), user interface adapter 1222 (for connecting keyboard 1224, mouse 1228, speaker 1228, microphone 1232, pointing stick 1227, and/or other interface devices to bus 1212), for connecting information handling systems to data A communication adapter 1234 for handling a network, Internet, Intranet, Local Area Network (PAN), etc., and a display adapter 1236 for connecting the bus 1212 with a display device 1238 and/or a printer 1239 are interconnected. Further, an automated reader/scanner 1241 may also be included. Such readers/scanners are commercially available from many sources.

In addition to the systems described above, various aspects of the invention include computer-implemented methods for performing the methods described above. As an example, the method can be performed under the above-mentioned specific environment.

The method may be performed, for example, by operating a computer, such as a digital data processing device, to execute a series of machine-readable instructions. These instructions may reside on various types of signal bearing media.

Thus, this aspect of the invention relates to a programmed product comprising a signal bearing medium tangibly embodying a program of instructions executable by a digital data processor to perform the method described above and readable therefrom.

The method can be performed, for example, by operating the CPU 1210 to execute a series of instructions readable therefrom. These instructions may reside on various types of signal bearing media.

Thus, this aspect of the present invention relates to becoming a product comprising a signal bearing medium tangibly including a program of instructions executable by a digital data processor including the CPU 1210 and hardware described above to perform the method described above. .

The signal bearing media may include, for example, RAM included in CPU 1210, such as illustrated by fast access memory. In addition, the indication can also be stored in another signal bearing medium, such as a magnetic data storage disk 1300 or an optical disk 1302 ( FIG. 13 ), which can be directly or indirectly accessed by the CPU 1210 .

Whether contained within computer server/CPU 1210 or elsewhere, the indications may be stored in various machine-readable data storage media, such as DASD memory (e.g., a conventional "hard disk" or RAID array), magnetic tape, electronic read-only memory (eg, ROM, EPROM, or EEPROM), optical storage (eg, CD-ROM, WORM, DVD, digital optical tape, etc.), paper "punched" cards, or other suitable signal bearing media. In the illustrated embodiment of the invention, machine readable instructions may comprise software object code compiled from, for example, C, C++, or the like.

Through this unique and novel feature, the present invention provides a system and method for charging a vehicle and a system and method for managing power consumption within a vehicle that are more convenient and efficient than conventional methods and systems.

While the invention has been described in terms of one or more embodiments, those skilled in the art will recognize that the invention can be practiced with modification within the spirit and scope of the appended claims. In particular, those of ordinary skill in the art will appreciate that the drawings herein are for illustration, and that the inventive method and system designs are not limited by the disclosure herein, but are modified within the spirit and scope of the invention .

Moreover, the applicant intends to include equivalent ranges of all claimed elements, and any amendment to the claims of the present application shall not be construed as a waiver of any rights of equivalent ranges to any elements and features of the amended claims.

Claims (25)

1. A system for charging a vehicle, comprising: a forward model that models vehicle charging data for multiple vehicles; and A charge exchange site facilitates, based on the forward model, a protocol for transferring electrical energy to a first vehicle of the plurality of vehicles via a dynamic grid including a second vehicle of the plurality of vehicles. 2. The system of claim 1, further comprising: A server stores the forward modeling model and is communicably coupled to the plurality of vehicles through a network, and the forward modeling model inputs data for setting internal parameters of the forward modeling model from the plurality of vehicles through the network. 3. The system of claim 2, wherein the data used to set parameters includes the vehicle's current charge, the vehicle's location, the vehicle's destination, the vehicle's speed, the vehicle's At least one of power consumption speed, expected arrival time of the vehicle, maximum expected waiting time of the vehicle, weather conditions, and traffic conditions. 4. The system of claim 2, wherein the server accesses data stored in an external database, the data including future expected weather conditions, future expected traffic conditions, and future expected At least one of the charging locations. 5. The system of claim 4, wherein, The server uses data from the plurality of vehicles and data from the external database to determine parameters of a constrained optimization in the forward model for determining the first and second vehicles to aggregate. the optimal location of the second vehicle for charging the first vehicle, Wherein the optimization minimizes the stop times of the first and second vehicles, minimizes deviations from the planned route, and minimizes all expected future charging of the first vehicle from the grid. Minimizes the possibility of battery depletion during vehicle actions. 6. The system of claim 2, further comprising: communication means for communicatively coupling the first vehicle with the second vehicle and communicatively coupling the first vehicle and the second vehicle with the server, Wherein said communication device facilitates negotiation of terms of said agreement between said first vehicle and said second vehicle. 7. The system of claim 1, further comprising: power transfer means for transferring power from the second vehicle to the first vehicle according to the protocol, Wherein, the site is communicably coupled to the power transmission device, and the voltage and capacity of the power grid are controlled through the power transmission device. 8. The system of claim 7, wherein the power transfer means determines that the dynamic grid transfers charge to the first vehicle through a parallel battery configuration or a series battery configuration. 9. The system of claim 7, wherein the electrical energy transfer device comprises a multi-tap bus, the site is communicatively coupled to the bus, and the bus is configured to facilitate charging in the dynamic grid A series or parallel coupling between batteries to transfer a negotiated voltage and charge from said second vehicle to said first vehicle. 10. The system of claim 1, wherein the vehicle charging data includes vehicle electrical energy usage data and vehicle charging demand data. 11. The system of claim 1, wherein the site manages the dynamic grid remotely and wirelessly. 12. The system of claim 1, wherein said second vehicle comprises a plurality of second vehicles, and said site manages said first vehicle purchasing electrical energy from said plurality of second vehicles, Wherein, the voltage and power transfer to the first vehicle increases with the number of second vehicles in the plurality of second vehicles, and the charging time increases with the number of second vehicles in the plurality of second vehicles. decrease in number. 13. The system of claim 1, wherein the venue directs formation of a fast charging group of vehicles from the plurality of vehicles, the fast charging group including the first vehicle and the second vehicle, Wherein, the site receives input from vehicles in the fast charging group, the input including a desired price for electricity sales, a desired price for electricity purchases, desired and required charging times, and desired and required final charging levels. 14. The system of claim 13, wherein the fast charging group of vehicles is located at a facility that includes a dedicated charging bus, and the transferring of electrical energy includes transferring electrical energy over the dedicated charging bus. 15. The system of claim 13, wherein the vehicles in the fast charging group include on-board devices for establishing the dynamic grid, and the transferring of electrical energy includes transferring electrical energy through the on-board devices. 16. The system of claim 1, wherein the plurality of vehicles include on-board computing devices, and the charge exchange site is formed by the plurality of vehicles using the on-board computing devices. 17. The system of claim 1, wherein the venue facilitates the agreement by: transmitting a message from the first vehicle to the second vehicle indicating that the first vehicle requires charging; transmitting a message from the second vehicle to the first vehicle indicating an amount of electrical energy that the second vehicle is willing to transfer to the first vehicle and indicating a period during which the second vehicle is able to transfer electrical energy; coordinating and negotiating a rate for electrical energy transferred between the first vehicle and the second vehicle; and Coordinating when and where the electrical energy is transferred from the second vehicle to the first vehicle. 18. A method of charging a vehicle comprising: Provides a forward model for modeling vehicle charging data for multiple vehicles; and A protocol for delivering electrical energy to a first vehicle of the plurality of vehicles through a dynamic grid including a second vehicle of the plurality of vehicles is facilitated based on the forward model. 19. A programmable storage medium tangibly comprising a program of machine-readable instructions executable by a digital processing device to perform a method of charging a vehicle, comprising: Provides a forward model for modeling vehicle charging data for multiple vehicles; and A protocol for delivering electrical energy to a first vehicle of the plurality of vehicles through a dynamic grid including a second vehicle of the plurality of vehicles is facilitated based on the forward model. 20. A system for managing power consumption in a vehicle comprising: an optimization unit, configured to optimize a plurality of parameters according to a plurality of power supply signatures of a plurality of power sources, so as to determine the electric energy to be consumed by the vehicle; and An operation mode setting unit, configured to set an operation mode for powering the vehicle according to the determined electric energy. 21. The system according to claim 20, wherein the optimization unit includes a modeling unit for calculating the expected vehicle power consumption based on path planning including elevation angle information, and a database of charging locations and refueling stations. , an expected charging location, and the plurality of power signatures are dynamically modeled. 22. The system of claim 20, further comprising: A power signature generating unit, configured to generate the multiple power signatures, where the power signature generating unit includes one of the multiple power suppliers, government agencies, and third-party non-governmental organizations. 23. The system of claim 20, further comprising: a database located remotely from the vehicle and storing said plurality of power signatures, Wherein, the optimization unit includes a wireless communication device for performing wireless communication with the database. 24. The system of claim 20, further comprising: wireless communication means for wirelessly coupling said vehicle with another vehicle to determine whether an exchange of power signatures between said vehicle and said other vehicle would increase net optimization of said vehicle and said other vehicle, Wherein said optimization unit exchanges power signatures between said vehicle and said other vehicle when it is determined that said exchange of power signatures between said vehicle and said other vehicle would increase said net optimization. 25. The system of claim 20, wherein, The plurality of parameters include environmental influences of a power source, a range of the vehicle, a speed of the vehicle, an acceleration of the vehicle, and a life of a battery in the vehicle.